BMS 4.

33 MANUAL
CHANGE 1

BMS NAVAL OPS

Version: BMS 4.34

CHANGE 1.01

06. 2019
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FOREWORD
PURPOSE AND SCOPE

This manual contains information on BMS 4.34 Aircraft Carrier Operations. BMS implements naval operations
featuring the F-18 Hornet as primary aircraft, although the AV-8B Harrier and the F-14 and Su-33 are also
flyable. The 4.34 release added completely new Air Traffic Control (ATC) procedures for player-controlled
aircraft and AI.

This document is a stands alone from other BMS manuals which are dedicated to the F-16. Please reference the
full suite of BMS manuals on TE Creation, Communication, and Navigation, as these functions are common to
both land based and carrier based operations.

COPYRIGHT STATEMENTS

Falcon BMS is a community mod developed and published by Benchmark Sims for use with licensed copies of Falcon 4.0.
Unauthorized rental, sales, arcade use, charging for use, or any commercial use of this mod or part thereof is prohibited.
This mod is for non-commercial use only.
This mod was created by Benchmark Sims with the permission of Billion Soft (Hong Kong) Limited.
This mod and all included content are in no way affiliated with Billion Soft (Hong Kong) Limited or Retroism.
© 2003-2019 Benchmark Sims. All rights reserved.

Falcon is a registered trademark of Billion Soft (Hong Kong) Limited. Falcon Collection and Falcon 4.0 are published by
Retroism. Retroism, the Retroism logo and the Billion Soft logo are trademarks or registered trademarks.
© 2019 Billion Soft (Hong Kong) Limited. All rights reserved.

The manufacturers and intellectual property right owners of the vehicles, weapons, sensors and other systems
represented in Falcon BMS in no way endorse, sponsor or are otherwise involved in the development of Falcon BMS.

The BMS Carrier Ops Manual is published by the BMS DOC team.
Unauthorized rental, sales, charging for use, or any commercial use of this manual or part thereof is prohibited. This
manual is for non-commercial use only.
No reproduction of this manual or part of this manual is allowed without the written permission of the BMS DOC team. ©
2003-2019 Benchmark Sims. All rights reserved.

LIST OF EFFECTIVE CHANGES

Change 1.01: Lulu release with more content added published April 2019.
Change 1.00: Initial release of this document published March 2019 for 4.34

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1. TABLE OF CONTENTS
2. Introduction .............................................................................................................................. 2-6
3. Carriers ..................................................................................................................................... 3-7
4. Planning Naval Operations .................................................................................................... 4-10
Step 1: Add Task Force ....................................................................................................................... 4-10
Step 2: Add Squadron ......................................................................................................................... 4-10
Flight plans .......................................................................................................................................... 4-11
5. Aircraft Operations ................................................................................................................. 5-15
Deck Operations ................................................................................................................................. 5-15
Launching procedures ........................................................................................................................ 5-17
5.2.1 Catapult operation...................................................................................................................... 5-17
5.2.2 Ski Jump operation ..................................................................................................................... 5-19
Departure procedures ........................................................................................................................ 5-21
5.3.1 Case 1 departure ........................................................................................................................ 5-21
5.3.2 Case 3 departure ........................................................................................................................ 5-21
Recovery procedures .......................................................................................................................... 5-22
5.4.1 Case 1 recovery........................................................................................................................... 5-23
5.4.2 Call the ball ................................................................................................................................. 5-27
5.4.3 Meatball Dicta for pilots ............................................................................................................. 5-28
5.4.4 LSO radio calls ............................................................................................................................. 5-29
5.4.5 Case 3 recovery........................................................................................................................... 5-32
Catching the Wire ............................................................................................................................... 5-35
6. Aircraft in BMS for carrier operations ................................................................................... 6-37
F/A-18C ............................................................................................................................................... 6-37
AV-8B .................................................................................................................................................. 6-42
F-14 ..................................................................................................................................................... 6-43
Su-33 ................................................................................................................................................... 6-44
Mig-29M ............................................................................................................................................. 6-44
Su-39 ................................................................................................................................................... 6-45
7. Training Missions for NAVAL OPS ........................................................................................ 7-47
MISSION 23: F/A-18 HORNET - Carrier Takeoff .................................................................................. 7-48
7.1.1 Taxi.............................................................................................................................................. 7-48
7.1.2 On the Cat ................................................................................................................................... 7-50
MISSION 24: F/A-18 HORNET – CASE 1 Recovery............................................................................... 7-53

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MISSION 25: F/A-18 HORNET – CASE 3 Recovery............................................................................... 7-59

8. Glossary .................................................................................................................................. 8-68
9. Acknowledgments .................................................................................................................. 9-69

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Intentionally

Left

Blank

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2. Introduction
Although BMS is still a F-16 sim, Carrier operations have been judged an important asset in TE and campaign, to
make carrier operations more relevant for the players, some aircraft have been further developed to become
playable in the carrier operation environment.

The F/A-18C, the AV-8B and the Su-33 are at different level of integration into BMS carrier operations.

The F/A-18 is by far the most complete aircraft for carrier ops in BMS. It features a fully dedicated 3D model
and cockpit with relevant carrier functions enabled.
The Harrier is equally well developed and features, on top of the 3D model and fully dedicated cockpit, the
VSTOL flight model and therefore the capability to takeoff and land vertically.
The Su-33 is the last born of the family. At time of 4.34 release, only the new 3D model was completed, and the
cockpit is still a F-16 cockpit. Let’s hope a dedicated cockpit is developed soon.

Beside aircraft updates, BMS 4.34 introduced improved modeling of carrier including:

• Ship movement with waves

• 4 active steam catapults for US carriers
• Ski jumps for Russian and Chinese carriers
• Improved AI behavior on the deck
• Accurate deck geometry
• Arrestor cables modeling
• Case 1 & Case 3 recovery procedures with ATC
• Landing Signal Officer (LSO) communications

Carrier operations is still a work in progress but missions can now be executed from the deck of carriers with
shipborne aircraft where launch and recovery procedures are quite exciting and very well supported by ATC.

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3. Carriers
BMS 4.34 features a total of 5 carriers:

• US carriers

CVN65 USS Entreprise

CVN70 USS Vinson

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CVN 71 USS Theodore Roosevelt

• 1 Russian Carrier

TAKR Kuznetsov

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• 1 Chinese carrier (Liaoning).

The Chinese carrier is the ex Varyag a sister ship of the Kuznetsov.

In addition to an enhanced 3D model, each vessel has expanded COMM/NAV frequencies supporting naval
operations: TACAN, ILS, Approach control, Tower/LSO and Deck movement (GROUND) radio frequencies.

The easiest way to find the correct radio frequencies is to use the UI DTC page or the briefing page.
For reference the carriers have the following radio channel assignments:

CARRIER TCN ILS APPROACH TOWER/LSO GROUND

# VINSON (CVN70) 010X 111.7 270100 270200 270300
# ROOSEVELT (CVN71) 011X 110.1 271100 271200 271300
# ENTERPRISE (CVN65) 012X 108.55 265100 265200 265300

# KUZNETSOV 013X 111.1 363100 363200 363300

# LIAONING (CV16) 014X 108.3 272100 272200 272300

I am sure you notice the mnemotechnic way to remember these frequencies! They are sequenced through
their logical use for recovery. 1 approach, 2 Tower/LSO (Landing Signal Officer), 3 Ground and the frequency in
the 2xx range corresponds to the carrier ID CVN 65 is 265.
Unfortunately the red forces carriers don’t follow the same logic.

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4. Planning Naval Operations

Adding and managing aircraft carriers and their air squadrons to a tactical engagement or campaign may be
new to many of you, please reference the Tactical Engagement chapter in the BMS Manual for more
information. This guide will help you enhance your mission with naval assets.

Step 1: Add Task Force

In the TE Builder and TE Editor, there is an icon that allows
adding naval units.
Then pick a carrier from the list.

Decide which team or side will own the ship and its aircraft,
click the flag icon, then the ship symbol. You can then pick a
carrier group from the list.

Never place the carriers too close to shore, they might stop
their patrol to avoid running aground.

To ensure proper ATC operation, do not add the same carrier

twice in a mission.

Step 2: Add Squadron

Click on the Add Squadron icon then click on a carrier icon or
an airbase on the map. The ADD SQUADRON window will
appear. Notice that your task force is listed in the AIR BASE
selection.

Choose your aircraft type and the task force as an airbase. You
can also use the Add Flight or Add Package button; the task
force will be listed in the AIR BASE list.

Basically, as soon as the task force is created everything acts

as if the carrier was a regular land airbase.

If you want to remove the carrier, be sure to first delete any

flights based on it in the ATO, then to delete the squadrons,
then you can safely delete the carrier task force.

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Flight plans
By default the carrier follows a predetermined square pattern. This can be changed to a custom pattern via
Mission Commander.
During a mission the flight plan is automatically updated so that the landing waypoint always corresponds to
the carrier’s actual position. This is observable both in the UI and in-flight.

Assigning a specific route to a carrier can be done in Mission commander:

Once you have opened your TE with the latest version of MC, go to the Units tab and double click the CVN task
force from the list:

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The task force does not have any steerpoint assigned. The WPTs box and Current WPT box are both set to zero.

To create a route you must add waypoints. This is done by clicking the UP arrow located on the right of the
WPTs box. Create as many steerpoints as you need.

In this example we created 5 different steerpoints. But notice that the map remains void of any route. The
waypoints have all been created at the same location as the initial position of the task force.

To change the waypoint location, select first the waypoint you want to change.
Waypoint 1 is the initial position of the taskforce so if you move it the taskforce icon will move on the map. This
is not what we are trying to achieve, so select waypoint 2 by clicking on the second line (it turns blue). Once
you have the right waypoint selected, right click on the map at the position where you want the steerpoint.
A white circle will appear on the map at the location you selected and a white line will be traced for the route
of the taskforce.

Repeat the sequence for all steerpoints in the list you created and you can therefore assign a specific patrol
area or complete route for the whole taskforce.

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The only variable you may change for each waypoint is the formation of the task force. If you want to change it,
just double click on the waypoint line and use the drop down menu to modify the formation and click apply
when done.

Once the route has been completely created click the apply button and do not forget to save the TE before
closing Mission Commander.

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Now if you click on the carrier group in the TE editor you will see the new route of the task force on the UI map.

As you can see from the picture above, the carrier is on its way from its initial position to its steerpoint 2.
The aircraft in flight should find the carrier back at the end of their flight plan.

Remember don’t place the carrier too close to shores, as they will by default sail in a square pattern that you
cannot see, they may run the risk of running aground.

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5. Aircraft Operations
Dedicated shipborne AI aircraft are able to perform launches (catapult or ski jump) and all implemented
recovery types (case1 and case3) including bolter and wave-off.
A bolter is when the hook does not connect with an arresting wire and the aircraft launches again after having
touched the deck
A wave-off is a directive call from the LSO to abort the landing and go around.
Helicopters are also able to operate from carriers.

The carriers in BMS always move in solo player.

In multiplayer the carriers will move along their route BUT will stop into the wind when players are on the deck.
This compromise was intentional to reduce the bandwidth requirement for multiplayer pilots.

When launching or recovering aircraft the carrier will always turn into the wind.

Deck Operations
Selecting the TAKEOFF option is no longer possible for a carrier departure; only RAMP or TAXI options are
available.
TAXI starts at on the deck at the parking spot with the jet ready to go.
RAMP starts in the same position but with a cold jet. The pilot will have to go through the full start-up
sequence.

All four catapults can be used on a USN carrier.

On the Russian and Chinese carriers, only 3 launch pads are available. 2 on the bow and a single one on the
waist.
However, in both cases AI aircraft will only use the two forward catapults.
Lead and Element lead are supposed to take the forward port (left, after all this is a naval document) catapult
and their respective wingman the starboard catapult.

Although the chocks are still referenced in the ATC messages, in naval operations they are visible as chains.
Obviously, they need to be removed as usual before the aircraft is taxied forward.

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When ready to taxi request ATC clearance for departure. This is done as usual on the ground frequency through
the ATC menu, Ground page.
The carrier will always turn into the wind during aircraft operations.
this may create havoc in the task force formation especially when the carrier is not moving in MP.

Carrier aircraft taxi out with their wings folded (if featured) obviously pilots will have to deploy the wings
before launch. This is done with the AFWingFoldToggle callbacks assigned by default to SHF w (on US qwerty
keyboards)

ATC will instruct you to hold short.

Take position behind the Jet Blast Deflectors and do not “foul the deck” by blocking other taxi operations.
At some point the deck controller will switch you to tower frequency and you will be cleared to take position
on the catapult.

The taxi procedure is the same on Russian and Chinese carriers.

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Launching procedures
5.2.1 Catapult operation
Before getting into launch position, check that your aircraft is ready: (if equipped):
- Launch bar is in down position (SHF CTL ALT L - please note, that’s the toggle)
- Wings are unfolded (SHF w (toggle))
- Take off trim is set (SHF CTL ALT t – for the hornet)

After clearance from the Tower has been granted, carefully align
with the catapult and move slowly into position.
Move forward until your canopy is approximately aligned with
the pole on your starboard side. (see picture below)

When you connect with the shuttle, it will stop the forward
movement of your craft. The Jet Blast Deflector behind you will
rise up.

Note the AI positioning behind the JBD, awaiting their turn.

Unlike real life, you must now release the launch bar from the catapult shuttle. It will stay connected as it’s
Mechanically locked to the shuttle.

Do not forget to raise your launch bar once attached to the catapult. Failure to do so will prevent the nose
gear from fully retracting after takeoff as the launch bar will remain in the down position preventing nose
gear retraction

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When ready to launch and take off granted by the TOWER, go MIL power or afterburner (if available). As soon
as your thrust is established the catapult chief allows steam pressure to build up in the catapult. Your aircraft
will launch when pressure is sufficient.

Be aware that you do not control or trigger the exact launch time, nor will you have a warning. You will
receive a message confirming to prepare for launch though

The aircraft will not be launched if any of the following condition exists:
- Wings are folded
- Carrier is not headwind
- The deck is pitching down
- The engines are not at full power

If for some reason you need to unlock from the catapult you can do so by using the callback AFTriggerCatapult
‘CKPIT: NAVOPS - Release Catapult Trigger’, assigned by default to SHF K

Note: This callback does not trigger the catapult launch anymore, it is completely automatic.

As with a real catapult, the steam pressure is adjusted to your weight, so that you will always have enough
airspeed after the launch. It is recommended to keep afterburner on until you reach at least 250 – 300 kts.

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5.2.2 Ski Jump operation

The Russian and Chinese carriers do not have steam catapults but a ski jump deck.

The Russian naval aircraft are launched from the raw power of their engines. Wheel blocks are keeping the
aircraft in place while they are at full power. Once they retract in the deck surface, the aircraft are launched.

Once clearance has been obtained from tower spread the wings (for Su-33 – the Mig-29 model although
navalised doesn’t support wing fold) and taxi forward past the jet blast deflector aligned with the yellow launch
line painted on the deck.
Once past the Jet Blast Deflector, two large red wheel blocks will raise from the deck just in front of the main
gear wheels stopping the aircraft. Check your controls and perform your final checks and once ready, spool up
the engine and put MIL or AB (if equipped).
As with the US carriers, launch will be automatic from this point.

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The aircraft will not be launched if any of the following condition exists:
- Wings are folded
- Carrier is not headwind
- The deck is pitching down
- The engines are not at full power

If for some reason you need to unlock from the blockers you can do so by using the callback AFTriggerCatapult
‘CKPIT: NAVOPS - Release Catapult Trigger’, assigned by default to default to SHF K

Note: This callback does not trigger the catapult launch anymore, it is completely automatic.

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Departure procedures
5.3.1 Case 1 departure
Case 1 departure are flown during VMC conditions.
Once the aircraft has cleared the bow and established a positive rate of climb, the pilot will execute a right
clearing turn when launched from the forward catapults and a left clearing turn when launched from the waist
catapults. (The Ai never go on the waist catapult, so this left clearing turn is only valid for human players).

After the clearing turn, the pilot will climb no higher than to 500 feet and fly a heading parallel to the ship
course, maintaining 300 Kts until 7Nm from the carrier tacan. The altitude restriction is obviously to provide
separation with possible aircraft in the landing pattern (floor at 600 feet). Be aware that the BMS code does
not provide any safety feature for deconfliction for AI in this case.
At that point, the pilot may contact departure and climb VMC on course.

For Russian and Chinese carriers, the departure procedure is the same but all clearing turns are to the right
since all aircraft clears the bow and non are launched from the left side of the ship.

5.3.2 Case 3 departure

Case 3 departure are flown during IMC conditions.

The BMS code does not plan anything particular for IFR departure from the carrier.
In real life launch control will space departing aircraft further away from one another, but that does not
happen (yet) in BMS.
Such departure from the human side at least are flow on the departure frequency with a controlled climb in
IMC maintaining 300 kts until reaching 5NM from the carrier at or above 1500 feet. From there the flight takes
its departure heading according to its flight plan.

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Recovery procedures
A dedicated ATC for carrier recovery has been introduced in 4.34.

To contact the ATC for recovery, Approach (Marshall) or Tower (Pri-fly), use the dedicated Carrier page of the
ATC menu. Do not use the regular Tower or Approach pages.
Please note, there is no separate carrier approach and carrier tower page, they share the same “carrier” page
within the usual ATC menu opened with the “T” key

Case 1 and Case 3 recoveries are fully implemented.

Case 1 is a visual recovery, much like an overhead at a land base

Case 3 is an instrument recovery, much like an ILS approach with dedicated holding and aircraft separation
procedures.

If you wonder about Case 2 in real life, it’s a mixed case when the flights have to go through the weather for
descent or part of the holding, but when the final break and landing pattern can be made VFR under the
weather. It is not implemented in BMS.

Case 3 recovery is used:

- At night
- If weather condition is POOR or INCLEMENT with clouds below 1000 ft.
- If visibility is below 9 km

Otherwise Case 1 recovery is automatically in effect.

The initial radio contact with the ATC “Marshall” Controller should occur on the carrier approach frequency,
prior to entering the 25 Nm by calling “inbound Mother”.

Marshall will give anticipated Case recovery and any other general information for the recovery such as
weather conditions, assigned altitude or BRC.

BRC means Base Recovery Course. This might be a confusing term as in real life it is the course the ship is sailing
during launch and recovery procedures. It is NOT the same as the heading the aircraft will fly during final
approach as the landing deck is angled 10° to the side.
In BMS BRC is NOT the ship course as it was compromised very early during coding. It is the final approach
course an aircraft should fly to recover on the carrier– (hence ship course -10°) therefore BMS carrier
procedures differs from real life procedures by 10° which is the angle of the landing deck.

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5.4.1 Case 1 recovery

After the initial check in with Marshall, proceed directly to Mother
on the altitude block you received from the carrier ATC.
When in visual contact with Mother notify Marshal with the “Report
see you” call of the carrier page of the ATC menu and enter
overhead holding – called the stack - at the instructed altitude.
Aircraft returning for Case 1 recoveries must be established at their
respective altitudes before entering the stack. Proceed to overhead
holding and enter the pattern tangentially.

You will be instructed by Marshall to switch on the Tower Frequency

before entering the Stack.

Remember BRC is Basic Recovery Course and although it’s the ship
course in real life, it is the orientation of the landing deck in BMS
There is a 10° off angle between the ship course and the landing
deck. If the ship’s heading is 360°, BRC in BMS is 360-10=350°

The case1 recovery is separated in different steps: the stack (min

2000 feet), the pattern (min 800 feet) and the landing break (min
600 feet until calling the ball).

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The stack:
The holding is a left-hand pattern, with Point 1 located directly
overhead the carrier. Points 2, 3 and 4 sequentially follow in 90-
degree increments (Figure right).
This holding pattern is often referred to as the “stack,” and all
aircraft must remain within 5 NM and no lower than 2,000 feet
MSL. While holding, maintain 300 kts.

Each flight has an assigned holding altitude in the stack, beginning

at 2000 feet MSL. These assigned altitudes are separated vertically
by a minimum of 1,000 feet and are assigned by the CVW SOP.
Once established in holding, any altitude changes within the
pattern are accomplished as follows:

• Climbs: Performed between points 1 and 3.

• Descents: Performed between points 3 and 1.

When given a “Signal Charlie” call from Tower, the flight will
depart the holding pattern on a heading of approximately 210
degrees relative to BRC.

As altitudes in the stack are vacated, aircraft at the next highest

altitude will descend to the next lower vacated altitude without
any more instructions.

The pattern (from leaving the stack till the landing break):

When departing holding, the flight will descend outside of point 3 to 800 feet and proceed to the “initial” 3Nm
astern of the ship by performing a large left turn back towards the ship. The flight will then continue inbound
and fly just outboard the starboard side of the ship at 800 feet, paralleling ship course.

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Break altitude is 800 feet, and all breaks will be level to the left. The break interval is determined by the last
aircraft in the landing pattern. A 15-20 second break interval will correspond to a 40- 60 second landing
interval.

No breaks will be performed more than 4 Nm ahead of the ship (deconfliction with possible launching aircraft).
If you are unable to break before 4 Nm, you will have to depart and reenter the pattern.

To accomplish this, maintain 800 feet until 5 Nm, then climb to 1,200 feet and execute a left-hand arc back to
the initial.
Unlike in Overhead landing procedures at the field, the “Break call” is mandatory even if no AI are in the flight,
else there is no way the code knows that you are entering the landing pattern.

If you don’t call for Overhead break, the LSO will not be available.

Carrier Landing Pattern:

The carrier landing pattern is nearly identical to the landing pattern at a land base. The biggest difference is
that the 180 and Abeam positions are collocated at the carrier.
Additionally, the downwind heading of the ship is the reciprocal of the BMS BRC
(ship heading -10°)-180°. If the ship’s heading is 360° BRC is 350° and the downwind heading is 170°

‘real life would be simply ship heading = BRC -180° => with the same example, downwind would be 180°’
But nothing is ever simple in BMS…

When established on downwind, individual aircraft will descend to pattern altitude of 600 feet, perform
landing checks and closely monitor the abeam distance.

The LSO will enter contact with the landing aircraft on the Tower Frequency with a “Paddle Contact” call. From
this point, follow LSO instructions.

The Case 1 recovery procedure is illustrated on the next chart:

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5.4.2 Call the ball

At three quarters of a nautical mile the LSO on the tower frequency will ask the landing pilot to “call the ball”

The pilot should then confirm that he has the “meatball’ in sight and give his aircraft type and fuel remaining.
From this point the LSO will guide the pilot to the deck.

The meatball is the Fresnel lens on the left side of the landing deck which provide visual cue of the optimal
glideslope to the landing pilot. It also features cut lights and wave-off lights, but these are not implemented in
BMS.
It features a datum row of green lights forming a horizontal line representing the optimal glideslope and the
meatball itself which is a light moving up and down on the vertical axis.

The position of the yellow ball relative to the green datum lights indicates the relative position of the
aircraft to the desired glidepath. when the ball is above the datum lights (a high ball), the aircraft is above
the glidepath; conversely, a low ball indicates the aircraft is below glidepath.
When the ball and the datum lights are aligned horizontally, the aircraft is on glidepath.

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As a pilot in the groove (final approach) you concentrate on keeping the yellow ball aligned with the green
datum light to stay on the ideal glidepath.

5.4.3 Meatball Dicta for pilots

• Attempt to fly the “cresting” ball, because slightly above glideslope (high) is better than below (low).
• Never lead a low or slow.
• Always lead a high or fast.
• If low and slow, correct low then slow.
• If high and fast, correct fast then high.
• Fly the ball all the way to touchdown.
• Never re-centre a high ball in close but stop a rising ball.

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5.4.4 LSO radio calls

The BMS LSO will attempt to correct the final approach of the landing aircraft. This is done on the tower
frequency so no frequency change is required. The first call of the LSO will be “Paddle contact” to confirm he
has you visual and then a “call the ball” call at ¾ Nm.

The call the ball is the only LSO call needing a pilot answer. The pilot needs to confirm that he has the meatball
in sight, confirm his aircraft type and the fuel state.

Calling the Ball from the “Carrier Menu” is mandatory. Failure to do so will prevent the LSO to guide you. The
frequency will remain silent.

To communicate with pilots the LSO uses several preformatted messages which all have a very specific
meaning. None of them (except the call the ball) should be acknowledged by the pilot.
Here’s an explanation of the LSO vocabulary:

Paddle contact: The LSO initiates contact with the landing aircraft.

Call the ball: Directive call to confirm visual with the meatball and state aircraft type and fuel state.

Roger ball: LSO acknowledges the pilot ball call.

Drop your hook: Self-explanatory – comply unless you do a touch and go.

You’re (a little) high: Aircraft is (slightly) above glide path. Pilot should adjust sink rate with (less) power to
establish centred ball.

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You’re (a little) low: Aircraft is (slightly) below glide path. Pilot should adjust sink rate with (more) power to
establish Centre ball.

You are on centerline: Self-explanatory – no corrective action required

You are on glideslope: Self-explanatory – no corrective action required

You’re lined up left: Aircraft has undershot/overshot centerline to the left. Reestablish lineup by going right.

You’re lined up right: Aircraft has undershot/overshot centerline to the right. Reestablish lineup by going left.

Easy with your wings: Magnitude of line-up correction was excessive. Reduce magnitude of line-up
corrections to intercept and reestablish centerline.

Easy with your nose: Magnitude of nose attitude correction was excessive. Reduce magnitude of nose
attitude to intercept and reestablish optimum aircraft attitude.

Easy with it: Magnitude of power corrections was excessive. Reduce magnitude of power correction
to intercept and reestablish optimum glidepath

A little power: Aircraft is decelerating or settling. Correct with more power

Power: Aircraft is low and/or slow: Add power

Burner: Aircraft is extremely underpowered. Select afterburner power (and usually go around)

Don’t go low: Aircraft will settle below optimum glidepath. Check sink rate and meatball to avoid
going below the glidepath.

Don’t go high: Aircraft is on or above glideslope with insufficient rate of descent to maintain a
constant descent. Adjust power / attitude to prevent the ball from rising.

Hold what you’ve got: Normally this call is made when the Fresnel lens indication is invalid, which never
happens in BMS. The LSO overrules the ball indication. It should normally be followed
by a fly the ball call as the Fresnel lens indication becomes valid again.

Cut: Aircraft is in position to land. It should be used only for barricade arrestment as pilots
engage full power in case of a bolter.

Bolter: Indicative call to inform the pilot that the hook did not catch any wire

Wave-off Directive call to execute a wave-off (go around)

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Wave-off / Bolters

Wave-offs are the equivalent of missed approach procedures on land-based runways. The LSO will call the
wave-off and the pilot will have to abort the approach. As with any missed approach, it always starts with a
climb.

Wave-offs are MANDATORY. All wave-offs are made up the angled deck unless otherwise directed by the LSO
or the tower (i.e. “wave-off starboard side”). Wave-offs may result from a fouled deck, winds out of limits, or
aircraft not being set up for a safe landing. To perform a wave-off, simultaneously advance power to military
(burner if necessary), retract speed brakes, maintain landing attitude (not to exceed optimum AOA), level
wings, and climb up the angled deck. Verify a positive rate of climb and maintain optimum AOA. Once you have
established a positive rate of climb and you are abeam the bow, use a shallow right turn to parallel the ship’s
course. Climb to 600 feet and turn downwind with proper interval.

A bolter is a situation where the aircraft misses all the wires on carrier landing and will not be stopped.
The LSO will call the bolter signifying to the pilot that he will not be stopped and should therefore take off
again.
Since all carrier landings are supposed to apply full dry power of full afterburner depending on the aircraft type
(F-14D in real life do not use burner on launch) a bolter situation doesn’t require any specific action as the
aircraft will take up speed and be in flying status as soon as the deck is not under the wheels anymore. All the
pilot has to do is to regain positive attitude and apply launch procedures as usual.

LSO grades

There are no LSO grades implemented in BMS.

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5.4.5 Case 3 recovery

The Case III recovery is used for all night operations, as well as during the day when the weather is below Case I
minimums. Case III recoveries are limited to single aircraft only.

Pattern:

After initial contact with Marshall on the approach channel, the controller will vector each aircraft to the initial
approach fix (IAF). Ideally, the holding fix will be on the 180° radial relative from the carrier’ BRC

Aircraft will hold on the assigned radial at a distance equal to 1 NM for every 1,000 feet of altitude plus 15.
The lowest possible assignment altitude is 6,000 feet.
The first holding point is therefore at 21 DME / 6000 ft, the second at 22 DME / 7000 ft, the third at 23 DME /
8000 ft, …
Please note, a flight of 4 will be separated in the holdings by 1000 feet and the aircraft will remain at their
assigned altitude in the holding until they receive their Charlie call.
The figure below illustrates the Case III Marshal pattern .

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The holding pattern is a six-minute left-hand pattern. (although AI don’t fly racetracks but constant turns
=circles).
Unless otherwise briefed, the pattern will be flown at max conserve fuel flow or standard holding airspeed of
300 kts. Two-minute legs and one-minute turns are normally used for the pattern.
Aircraft in the stack will be separated by 1,000 feet vertically.

When time to leave the stack, Marshall will call “Charlie Now” with bearing and BRC.

Approach:
Upon commencing the approach, aircraft will establish a 4,000 feet per minute rate of descent at 250 KIAS.

At 5,000 feet (platform), “Report Platform” call shall be sent to Marshall (on approach frequency) and the rate
of descent will be reduced to 2,000 feet per minute. At some point during the penetration or level off, Marshal
will switch the aircrew to the Tower control frequency.

This will be maintained until reaching the level-off altitude of 1,200 feet.

Landing checks will be initiated at 10 DME, and aircraft will reduce speed to cross 6 DME at 150 kts. Landing
gear should be down no later than 8 DME. At 6 DME, aircraft will slow to final approach speed

ILS lock shall be established during the penetration, at around 3NM, if the readout on the approach radar scope
confirms ILS correct position, the Tower controller will direct, “fly the needles.”

The LSO will enter contact with the landing aircraft on the Tower Frequency with a “Paddle Contact” call. From
this point, follow LSO instructions.

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Catching the Wire

4.34 models each wire accurately.

At deck touch down, apply full power in case you missed a wire.
In such case you should hear a “Bolter Bolter Bolter” call on the frequency.

After the aircraft is stopped, the wire pulls the aircraft a bit backwards which free the hook from the wire.

Tower will switch you to the ground deck frequency.

You can raise your hook, fold your wings and contact the ground frequency for parking on the deck.

Don’t delay leaving the landing area as other aircraft might be in the groove landing right behind you.

Welcome back

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6. Aircraft in BMS for carrier operations

Naval ops for users are only available with an AFM aircraft:
• F/A-18C – fully implemented for carrier operation, 3D model and 3D cockpit
• AV-8b – fully implemented for carrier operation, 3D model and 3D cockpit
• SU-33 – Newly implemented for 4.34 but still features a F-16 3D cockpit
• F-14 – 3D model but very rough 3D cockpit front view only. (Ai only)
• Mig-29 – 3D model and old cockpit model with no specific carrier features. (Ai only)

F/A-18C
The hornet has been constantly updated since BMS 2.0 and is meant to become the back bone of naval
operations in BMS.

Since BMS 4.33 the hornet features a fully ‘ramp-start able’ 3D cockpit for the FA/18, A, B, C, D, CAF and RAAF
Hornet models. Refer to the PDF located in the Docs\04 Other Aircraft\01 F-18 folder for more details. This PDF
was valid for 4.33 and further 4.34 changes are documented in the following pages. You will find a flight model
document about the F-18C in the same folder.

The E and F Super hornet models use the C and D classic cockpits respectively.
The hornet is BMS 4.34 features auto flaps, auto throttle, auto trim amongst the most obvious difference from
the F-16 avionic models.

Some specifics about the hornet:

NAV HUD:

• Vertical velocity indicator above altitude.

• Alpha, Mach, G, Peak G moved to their correct
locations.
• AOA bracket set for (6-10 degrees AOA). The alpha
display will blank out when the gear is down and FPM is
in the bracket range. Also the cockpit AOA indicator
lights will now match the correct F18 AOA range
• Peak Gs will only display if greater than 4 g’s are pulled.
If less than 4 g's are pulled, the g display will be
removed when the gear is lowered.
• Mach display is removed when the gear is lowered.

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• A water line indicator will appear when the FPM is constrained or the gear is lowered.

FLAPS:
Like the F-16 the F/A-18 features automatic LEF (Leading edge flaps) and TEF (Trailing edge flaps)

AUTO
With weight off wheels, leading and trailing edge flaps are scheduled as a function of AOA.
With WOW, leading and trailing edge flaps and aileron droop are set to 0°.
This is the normal mode when flying.

HALF
Below 250 knots, leading edge flaps are scheduled as a function of AOA. Trailing edge flaps and aileron droop
are scheduled as a function of airspeed to a maximum of 30° at approach airspeeds. Above 250 knots, the flaps
operate in the auto flap up mode and the amber FLAPS light comes on. On the ground, the leading edge flaps
are set to 12°. The trailing edge flaps and aileron droop are set to 30°. With the wing unlocked, aileron droop is
set to 0°.

FULL
Below 250 knots, leading edge flaps are scheduled as a function of AOA. Trailing edge flaps and aileron droop
are scheduled as afunction of airspeed to a maximum of 45° flaps and 42° aileron droop at approach airspeeds.
Above 250 knots, the flaps operate in the auto flaps up mode and the amber FLAPS light comes on. On the
ground, the leading edge flaps are set to 12°. The trailing edge flaps are set to 43° to 45° and aileron droop to
42°. With the wings unlocked, aileron droop is set to 0°.

Added Hotspot:
SimTEFCMDInc
SimTEFCMDDec
SimTEFCMDAuto
SimTEFCMDHalf
SimTEFCDMFull

The default key assignment for SimTEFCMDInc is Shft F12 and for SimTEFCMDDec Shft F11.

SPEEDBRAKES
The F/A-18 A-D model aircraft will auto retract the speedbrake when aircraft g is 6 or greater, AOA is greater
than 28, or the gear are down and airspeed is below 250 knots.

PITCH TRIMMING
When the landing gear is extended for landing the pitch trims trim the AOA, you have to adjust the pitch trim
to set the correct AOA for landing. The initial AOA trim value is taken when lowering the gear.

WING FOLD
The wings fold using either the cockpit or keystroke (AFWingFoldToggle; AFWingFoldUp & AFWingFoldDown).

FORMATION LIGHTS
Added new callbacks (SimStepFormationLightsUp, SimStepFormationLightsDown) to control the formation
lights. Currently three states (0%, 50% and 100%) are implemented for various AC.

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NWS
To allow carrier operations the NWS of the hornet has twice the rate of the F-16 NWS.

AN/ALR67(v)3 RWR
The An/ALR67(v)3 RWR used in classic Hornets around the world has been partially modelled. This system
gives RWR indications both in the RWR display and in the HUD. Indications on the HUD simply mirror the RWR
display with threats at 12 o'clock represented at the top of the HUD, those at 3 o'clock on the right side of the
HUD etc.

A longer line indicates the threat/radar is in the inner circle of the RWR and a shorter line means the threat is in
the outer RWR circle. A flashing line indicates a missile launch has been detected coming from the threat.
E through K band (2 to 40 GHz) Direction-finding accuracy: 15 degrees (E through K band); omnidirectional (C/D
band)

SimRwrPower
SimRWRHandoff

SimRWRSetPriority
SimRWRSetTargetSep

System runs periodical self-tests in background. Pilot can initiate manual Self-Test.

ENABLE OFFSET Button Select highest priority target for composite audio, held for selection browsing

ENABLE SPECIAL Button Separates overlapping contacts on scope

LIMIT DISPLAY Button Selects priority mode

POWER Button Power ups system

GAIN Switch (F-18)

The GAIN switch is located on the left console, FCS panel. The GAIN switch overrides the LEF and TEF settings to
a default position of 3° down. The toggle callback is SimF18FCSGainToggle is Shift Ctrl Alt G.

ORIDE:
When the GAIN switch is in ORIDE and the FLAP switch in AUTO, the leading and trailing edge flaps are fixed to
3° down and will not vary with airspeed and AOA. (SimF18FCSGainORIDE)
NORM:

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When the GAIN switch is in NORM position FLAP operations are as described under 3.1 FLAP Switch (F-18)
farther below. (SimF18FCSGainNORM)
Added Hotspot:
SimF18FCSGainToggle
SimF18FCSGainNORM
SimF18FCSGainORIDE

➔ Note:
The guard is animated but
the switch is not visible

T/O TRIM Button (F-18)

The T/O Trim button is in the centre of the rudder trim knob on the FCS panel. With WOW holding the button
pressed it sets control surfaces for Take Off. For the catapult to launch the F-18 must be set to take off trim, so
press the keystroke for a few seconds to set take-off trims.

Added Hotspot:
SimF18FCSTOTrim

The default key assignment for SimF18FCSTOTrim is Shift Ctrl Alt T.

LAUNCH BAR Switch (F-18)

The Launch Bar switch on the forward left console has been added. Now you have to extend the Launch Bar
(SimLaunchBarEXTEND) in order to get hooked to the catapult. After connecting with the shuttle and prior to
launch the Launch Bar must be retracted again (SimLaunchBarRETRACTSim). Otherwise gear retraction is
impossible.

Added Hotspot:
SimLaunchBarToggle
SimLaunchBarEXTEND
SimLaunchBarRETRACTSim

The default key assignment for SimLaunchBarToggle is Shift Ctrl Alt L.

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AUTO THROTTLE (F-18)

The automatic throttle control is a two-mode system that automatically maintains angle of attack (approach
mode) or airspeed (cruise mode). In the real jet the button is located on front side of the left throttle. It can be
programmed to your warthog split throttle should you have one. There is no cockpit hotspot for the auto-
throttle

ATC APPROACH Mode

With the FLAP switch set to HALF or FULL the thrust is set to maintain the AOA when the ATC button is pressed.

ATC CRUISE Mode

With the FLAP switch set to AUTO the thrust is set to maintain the current airspeed when the ATC button is
pressed.
The default key assignment for SimF18ThrottleATC is Shift Ctrl Alt A.

G LIMITER

The G limiter prevents exceeding the aircraft positive g limit under most conditions while permitting full
symmetrical and unsymmetrical (rolling) manoeuvring.

Longitudinal stick displacement required to achieve command limit g varies with airspeed and gross weight.
When the command limit g is reached, additional aft stick does not increase g.

The G limiter in the F/A-18C is depending on Gross Weight (GW) and Mach (speed) except the negative G limit
which is fixed at -3.0 g at all gross weights and stores loading.

Below 44,000 pounds gross weight, the positive symmetrical command limit is calculated based on fuel state
and stores loading.
Max load factor in subsonic when GW < 32357 lbs is 7.5 G.

Between 32357 lbs and 44 000 lbs Max load factor in subsonic is linearly scaled between 7.5 G and 5.5 G

Above 44,000 pounds gross weight, the positive symmetrical command limit is fixed at 5.5 g.

In transonic region (Mach 0.9 to 1.1), G is limited to 5G.

The G limiter may be overridden for emergency use by momentarily pressing the paddle switch with the
control stick near full aft. Command limit g is then increased by 33%.
Using the paddle, you can increase the current G limit by 1/3: thus, if your current G limit is 5.5, using the
paddle you can pull 7.15G.
If your G limit is 7.5, using the paddle you can pull up to 10G

G overshoot can occur under any flight conditions. G should be continuously monitored.

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AV-8B

The harrier is more suitable for LHD ship rather than aircraft carriers. The USS WASP should soon be available
and the harrier will take all its glory flying from these ships. In the meantime, Harriers can spawn on carriers.
Harriers do no need to connect to the catapult and should rather use the helicopters launch procedures,
although taking off from any of the catapult position (without connecting to the catapult) should work fine as
well. Just do not forget to perform a vertical or short take off by setting up your thrust nozzles accordingly.
refer to the BMS Manual chapter about flying other aircraft to learn more about flying the harrier.

A glimpse of what is to come:

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F-14
The F-14 tomcat is available in different model (F-14A, B, D & aggressor) and features an acceptable 3D model
but a very crude cockpit, which at least benefits from being different than the F-16.

Although flyable by the user the current implementation really doesn’t make it relevant for carrier use and it
best left for the AI for the following reasons

• The wing fold mechanism is automatic and the human player cannot manage it through keystrokes.
• There is not launch bar implemented
• There is no hook implemented

As a consequence the Ai are perfectly able to use it from the carrier but not the players. It’s a shame because
the model is gorgeous.

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Su-33

The Su-33, beside its gorgeous new 3D model received a new flight model as well. One of the new features is
the G limiter. the SU33 AOS is limited unless you use Paddle Override, which deactivates the AOA limiter.
The G limiter is depending on GW and Mach:
Under Mach .85 G limit = 9 , 435894 / weight
If Mach is between .085 and 1.25 G limit = 7 , 354323 / weight
If Mach is above 1.25 G limit = 7.5 , 382363 / weight

Unfortunately a decent cockpit was not done and the Su-33 flies with a F-16 cockpit.

Mig-29M
Although the BMS designation is wrong, the Mig-29M in our database is the navalised version of the famous
fulcrum. The correct named should be Mig-29K. Regardless of the name issue the Mig-29 has a nice 3D model
and a dedicated but old cockpit. The aircraft does not have specific carrier feature like wing folds and no visible
hook.

Russian carriers don’t launch aircraft with catapult so the 4.34 Mig29 might very well be launched from the
carrier with a human at the controls but I have no idea if the same player will be able to trap the aircraft back
on deck because of the lack of hook? I confess I have not tried.

Although it is very well flyable, it is more suitable for the AI.

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Su-39
Another mis-designed naval aircraft in the BMS database is the Su-39, which should be the Su-25 UTM.
Although called naval in the BMS database, the “Su-39” has no naval feature such as a visible hook. The 3D
model is very crude and old, the skin as well and the cockpit defaults to the F-16.

Use it as AI only.

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7. Training Missions for NAVAL OPS

BMS 4.33 introduced better naval operations with new aircraft carrier models.

BMS 4.34 further refined the naval operations with the addition of red forces carrier and carrier borne aircraft
and implementing specific ATC procedures around the carriers. The number of blue forces carriers have also
been reduced to 3 (red forces have 2).

ATC is now able to implement Case 1 and Case 3 recoveries.

Naval operations are mostly performed with the F/A-18 aircraft as it features a full 3D cockpit and AFM
(Advanced Flight Model), albeit not as detailed as the F-16.

The following chapters corresponds the BMS 4.34 carrier operations training missions. The principles are the
same as the missions in the training document (matter of fact they were part of the training document in 4.33,
but have been moved in this document as they are more relevant here)

The training mission can be started from the TE tab of the UI, TRAINING part.

They are mission numbers:

• 23 for carrier launch,

• 24 for case 1 recovery and
• 25 for case 3 recovery.

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MISSION 23: F/A-18 HORNET - Carrier Takeoff

PREAMBLE: This training mission assumes you are familiar with the basic operation of the aircraft and its
communications systems. It is important to note that while there are some small customisations, the Hornet in
BMS essentially uses the Viper’s avionics.

LOCATION: On the deck of USS Entreprise CVN-65 - 35Nm West of Kunsan Airbase - South Korea
Please note, make sure you select the F-18D Training flight from the mission window, if you select the first
flight without checking you will end up piloting a Hawkeye.

CONDITION: F/A-18D – Single ship – Callsign Spade 1-1

GW: 42365Lbs – 4 AIM-120C – 2 AIM-9X – 1 ATFLIR – 1 centreline Fuel tank
Max G: +7 / -2; Max airspeed: 600 KIAS / M1.6
Once in the cockpit the training scripts will freeze BMS and setup your systems accordingly.

WEATHER: 0725LT TRL140 360/15Kt 9999 FEW 050 28/18 Q1013 NOSIG

GOAL: Successfully taxi to the catapult and launch the aircraft.

7.1.1 Taxi
Select the single ship F/A-18D Hornet in Package 4965. As always check the mission briefing for weather and
other NOTAMS. Also ensure you have the communication frequencies for the Carrier ATC. Just like ground
missions, the new radio code will assign presets for ground (2), tower (3) and departure (4).
You can commit to either RAMP or TAXI, for this training mission we will commit to TAXI but you can commit to
RAMP if you prefer, ramping the F/A-18 is outside the scope of this training mission.

The AI jets are able to taxi on the carrier and will follow taxi points like on land.

Upon entering the cockpit, the aircraft will be hot and chained to the decks (chocks) with the wings folded.
Due to confined space on the deck it is preferable to leave the wings in the folded position until just before you
are ready to enter the catapult zone.

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As the carrier needs to steam into the wind (single-player only – in multiplayer it is stationary when players are
in the landing queue) to launch and recover aircraft get into the habit of contacting ATC early to allow the ship
enough time to turn into the wind while you finish your ground checks.

Set the UHF radio to the carrier ground frequency which for the USS Entreprise is 265.3. As per your briefing it
was assigned to preset #2 and request ready to taxi as usual with the ATC menu, ground page, ‘ready to taxi’
option. The deck controller will most likely state that you’re number 2 and you should let the Hawkeye launch
before you.

When ATC calls you back with your clearance to taxi, un-chock the aircraft and activate NWS. Stand on the
brakes, the carrier decks unlike taxi apron is moving.
The rate of turn of the hornet NWS is much more important than the F-16 allowing much tighter turns on the
deck of the carrier.

Once you have ensured the flight line is clear (i.e. no landing aircraft) taxi towards the port forward catapult,
behind the Hawkeye. The jet blast deflectors will raise to protect you from the Hawkeye prop blast. Flight leads
and element leads should always setup on the port catapult, the wingmen will always aim for the right
catapult.

The deck controller will switch you to Pri-fly (tower frequency) as you’re taxiing. Switch your UHF radio to 265.2
which is assigned to preset #3.

After the launch of the Hawkeye, the JBD will lower and the PRIFLY controller will clear you to line-up on the
cat.

Before advancing the throttle, setup your aircraft for launch:

• Extend the wings and check visually that they lock into place

• Extend the launch bar otherwise you will not be able to connect to the catapult
• Set the FLAPS to HALF

• Set the trims to take off

Keep the keystroke depressed for a couple seconds).

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Once your jet is configured ready call the tower to tell them you’re ready for departure. Don’t delay too much
as calling ready assigns you the CAT. The tower will likely give you a position and hold instruction which means
get on the cat and wait for final clearance.

7.1.2 On the Cat

Move forward at low speed and line up with the catapult rail. Continue at slow speed until the aircraft connects
with the shuttle. There is no need to stop the aircraft; if you are aligned and slow the aircraft will stop and
‘catch’ the catapult. To give you a distance reference, that should happen approximately abeam of the pole on
your starboard side.

Now that the launch bar is attached to the catapult shuttle you must release it so it folds back in place once
released from the shuttle catapulting your aircraft in the air. You can release it now, you don’t have to wait till
in the air (you will likely have no time. Failure to retract it before raising the gear may induce gear retraction
failure. If that happens (And it will) simply lower the landing gear again (mind your speed) retract the launch
bar and retract the landing gear again. That should do it. Careful pilots would abort the mission but in fairness,
you fixed the issue and didn’t broke the jet.

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At your assigned take off time the tower will give you winds and clear you to launch.

Check your flight controls are free and correct and check that the Jet Blast Deflectors have raised behind you
prior to advance both your engines at full power (full afterburner in this case) You are ready for launch but you
have no controls on when the launch will occur. The catapult steam needs first to build (you will notice more
steam coming out of the catapult). Once the pressure is sufficient for your gross weight, the carrier will
automatically fire the catapult and you will be launched from the carrier deck.

Note: if you set Take-off trim the aircraft will fly out on its own pitching up after launch. You may release the
stick for the catapult launch. The only occasion the pilots need to apply back pressure on the stick for take-off is
when take-off trims weren’t set properly. Once a positive rate of climb has been achieved retract the landing
gear and set the flaps to AUTO. (You did retract the launch bar didn’t you? As you launched from the port bow
catapult, climb straight ahead and avoid turning right (into the starboard catapult path) or left (into the waist
catapults path)

Switch your UHF radio to departure and report airborne. You may now proceed as per standard navigation
procedures. Well done you successfully launched from the carrier deck.
There’s no real difficulty in launching, except maybe not forgetting to retract the launch bar once in the shuttle.
The hardest is yet to come, coming back for landing!!

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MISSION 24: F/A-18 HORNET – CASE 1 Recovery

PREAMBLE: This training mission assumes you are familiar with the basic operation of the aircraft and its
communications systems. It is important to note that while there are some small customisations, the Hornet in
BMS essentially uses the Viper’s avionics.

LOCATION: In flight, 14miles west of CVN-65 USS Enterprise.

CONDITION: F/A-18D – Single ship – Callsign Spade 1-1

GW: 42365Lbs – 4 AIM-120C – 2 AIM-9X – 1 ATFLIR – 1 centreline Fuel tank
Max G: +7 / -2; Max airspeed: 600 KIAS / M1.6
Once in the cockpit the training scripts will freeze BMS and setup your systems accordingly.

WEATHER: 0725LT TRL140 113/15Kt 9999 FEW 050 28/18 Q1013 NOSIG

Select the single ship F/A-18D Hornet in Package 4965. As always ensure you check the mission briefing for
weather and other NOTAMS. Also ensure you have the communication frequencies for the Carrier ATC.

Upon entering the cockpit, the aircraft will be approximately 4500 feet at 350 knots heading 090. You will be
just over STPT 9.

Select STPT 10, contact the Carrier Approach frequency on 265.1

(preset #4) and request “Inbound Mother”

Please note This is not done on the usual approach page of the ATC
menu but rather the carrier page of the ATC menu.

The approach controller will answer with Mother state (Case1 or

Case3) in this case Case1 and the BRC (Base recovery Course) of 113
and will ask you to report visual with the carrier. BRC is the QFU of the
angled landing deck which corresponds to the reported wind in BMS

As you approach the carrier, report visual as instructed with the “Report see you” option of the ATC menu
Carrier page. The controller will acknowledge your call and give you the Marshall altitude of 4000 feet at this
time. Then he will instruct you to switch to tower.

Case 1 recoveries are a three steps approach scenario:

• Hold at Marshall altitude in the stack directly above the ship.

• Depart the stack to the 800 feet pattern when issued a Charlie call. Leave the stack on BRC+210° (or 30°
off the reciprocal of BRC if you prefer) to turn back towards the ship aligned with BRC, outboard the
ship on the starboard side of ship. This whole pattern is flown at 800 feet.
• Overhead the ship again (actually just outboard), the flight breaks in the landing pattern in sequence.
Break should always be called on the radio (LSO is Ai and needs to know)
Landing pattern is 600 feet and should be maintained until you’re under the LSO authority.

You have just been issued you Marshall altitude of 4000 feet and are now on the tower frequency. Next step is
to enter the stack at 4000ft above the ship. A quick look tells you there’s one flight of four hornet in the pattern
now (You have heard them before on the Marshall frequency). Reduce speed to best conserve (around 300 kts)

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Fly direct to the ship and enter the stack holding pattern.
Tower may update the BRC. A good idea if you’re concerned about forgetting BRC (which is the base of many
headings calculations is to input it in the CRS setting of the ILS DED page. That way when you need to have a
quick reminder of what it is, it’s right there.

In this training scenario you are single ship but in the case of a 2 or 4 ship scenario your flight would be placed
in a wingtip right formation and kept close until the break in the landing pattern. Right formation because all
turns over the ship are left. Flights in the stack are separated by 1000 feet. You may have aircraft below and
above you. Make a note of aircraft below you departing the stack as once they depart, you are automatically
cleared to descend to the altitude stack vacated 1000 feet below you. The flight above you will descend 1000
feet as well, so don’t delay your descent. Stacks are busy places, keep a sharp look out and a good SA by
listening to the radio.

Once above the ship, turn left in the holding. If BRC was 113, the reciprocal is 293 (113+180). Once on 293
heading level the aircraft, have a quick look left and you should see the ship.

Once confident of your position in the holding, turn back to BRC (113) but add 10° to the right to compensate
for the ship course: 123° heading maintaining your speed and altitude. Rolling out again, you should not be far
again from just above the ship:

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The flight below you call the left break signalling that they enter the landing pattern overhead the ship at 800
feet. From that moment you will hear a lot of comms from these guys as each will be separately but in
sequence under the LSO guidance which communicates on the tower frequency.
You still wait your Charlie call, so listen carefully to the radio the tower will at some point call you saying:
Spade 1-1 Charlie now, BRC 113.

That is your cue to leave the stack 30° right of the BRC reciprocal. Since you already have calculated the
reciprocal for your holding (293) 30° right is easy to get: 293+30=323°

Flying above the ship, turn left on 323°, descend to 800 feet and lower your hook. Stay within 5 Nm of the ship
but turn back towards the ship whenever you feel there’s enough turning room. Since the sequence is
complicated enough you may elect to first reach 800 feet on the 323° heading before turning in which should
give you plenty of room and still remain within 5Nm of mother.

All the while Blade flight is constantly talking to the LSO on the radio. Follow the comms carefully because if
one of them bolter or wave-off that guy may be in the pattern at the same time as you and he will have priority
over you. You will have to react accordingly to ensure you time your landing pattern accordingly so the LSO can
manage you on final approach (Obviously formation landing is not allowed on carriers!)

Coming in on BRC, ensure you fly on the starboard side of the ship at 800 feet.

Break left and announce it on the radio with the “Report Overhead break” option of the Carrier page of the ATC
menu. In the break, configure your aircraft for landing:

• Gear down
• Flaps Full
• Check Hook down

And descend to pattern altitude of 600 feet. Downwind is reciprocal of BRC again: 293°
Once established in downwind on the on-speed AOA, you may engage the auto throttle of the hornet.
Remember there’s no cockpit switch for that and must be managed through keystrokes or Hotas programming.
The Auto throttle will maintain AOA when the flaps are set to Half or Full.
Once configured for landing on downwind, gauge your lateral separation from the ship on your left and time

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your final base turn. If you still hear the LSO talking, you know there’s a guy landing and extend downwind a bit
to ensure the guy is off the LSO hook when you present yourself in final.

Don’t lose sight of the ship as you turn to final, at some point the LSO will establish contact with you and will
ask you to call the ball. Answer his call with option 4 “Call the Ball” from the carrier page of the ATC menu.
Don’t even think about doing that with the keyboard, you have no time. You must use VAC (Voice activated
Command) software or at least a HOTAS function for this. If you lose the stick you will foul your approach.
From there the LSO will guide your approach by giving you lateral and vertical separation and comments about
your speed. Follow his orders and aim for the third wire.

The auto throttle is a real game changer and basically all you have to do beside aligning slightly right of the
landing deck (to compensate for the ship movement) is to place the FPM on the wires. If you didn’t use the
auto throttle, you will have to manage the AOA and the FPM at the same time.

If all goes according to plan, you will control your crash landing on the deck and the hook will catch the one of
the wires.

If the LSO issue a wave off, he considers your approach unsafe and wants you to try again. Stay in the landing
pattern at 600 feet and turn downwind for another try.
If the LSO issue a bolter bolter bolter call, that means your hook didn’t connect any of the wire. Fly again and
stay in the landing pattern for another try.

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If you hear the tower ordering you to switch departure you have to contact departure and restart the full Case
1 procedure from the stack by re-contacting approach. Don’t stay in the landing pattern as the LSO will not
answer your ball call anyway.

But none of that will happen as your approach is text book perfect and your hit the deck on the exact spot you
planned. Engage burner anticipating a possible bolter but you can feel the deceleration once the hook catches
the wire. Go idle, let the aircraft roll backward a bit, raise your hook, fold the wings, engage nose wheel
steering. Tower will instruct to switch to ground frequency (preset 2) and taxi back to the parking position.
Don’t forget to chock the aircraft.

Welcome back on the ship and well done on your first trap. Get a shower now, you need it.

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MISSION 25: F/A-18 HORNET – CASE 3 Recovery

PREAMBLE: This training mission assumes you are familiar with the basic operation of the aircraft and its
communications systems. It is important to note that while there are some small customisations, the Hornet in
BMS essentially uses the Viper’s avionics.

LOCATION: 15 miles South-West of CVN-65 USS Enterprise level at 20000 feet on top of the weather
Please note, you may choose any position in the flight. The most interesting position is the wingman #2 to have
aircraft below and above you in the holding. This chapter will assume you took this position. But flying as lead
works equally fine.

CONDITION: F/A-18C – Four ship – Callsign Spade 1-2

GW: 39300 Lbs – 3 AIM-120C – 2 AIM-9X – 1 ATFLIR – 3 fuel tanks
Max G: +7 / -2; Max airspeed: 600 KIAS / M1.6
Once in the cockpit the training scripts will freeze BMS and setup your systems accordingly.

WEATHER: 1725LT TRL140 145/20KT 4000 BR OVC025 25/23 Q995

Poor, Wind 145/20knots, 4km visibility, Mist, ceiling 2500 feet.

GOAL: Successfully trap the aircraft on the Carrier in case 3 conditions.

An interesting aspect of this flight is that home base and landing base are not the same. The flight takes off
from land based Kunsan to deploy on the USS Entreprise cruising West of the Korean peninsula. As most of
your flights have the same airbase for departure and landing you are probably used to always use the same
preset for approach and tower. Well This here is made specifically to remind you that presets are just
shortcuts. The real frequency behind the preset really matters.

In this flight if you punch preset 4 for talking to approach, Kunsan airbase will answer you that they don’t have
you on radar and you will look like a fool (ask me how I know?)
The briefing should be your first stop at mission planning and if you didn’t read it chances are that you will not
notice that the preset for the arrival approach frequency is not #4 but #7. Indeed, in a scenario were airbases
are different, the presets are different as well.

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The training scripts will load all radios and navigation settings for you. Radios will be set to carrier approach,
VHF will be set to your flight, Tacan to 12X for the USS Entreprise, ILS made on and set to 108.55 and your HSI
will be set to tacan mode.

Case 3 recoveries are made in bad weather or at night. Visibility is therefore not very good and landing on a
carrier with limited visibility is one of the greatest challenges in aviation.
This training mission is still a day landing but in poor weather. The carrier will be under Case 3 recovery
procedures.

During Case 3 recovery, aircraft flights calling “inbound mother” will be separated and send to a different point
for holding (IAF). They will be separated by 1000 feet altitude. The approach calculates the different IAF with
𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 𝑖𝑛 𝑓𝑒𝑒𝑡
the following rule: ( 1000
+ 15 𝑁𝑚). The lowest possible holding altitude is 6000ft, making the
distance 21Nm. Then all other aircraft will be separated by 1000 feet in altitude and 1Nm in distance.
Then one by one they will be given a signal (Charlie) to start their approach which is like a long straight in
approach. First a straight in descent then a level until intercepting needles then the final approach under the
carrier ALS. Please note, aircraft will remain at their assigned altitude in the hold until they receive their Charlie
call. The carrier has a Tacan and in the absence of visual cues this will be your sole reference to your landing
deck.

The approach is fairly simple considering you know what to do. The dynamic IAF point you must head to is a bit
more complicated to find if you are not current in radio navigation. Luckily once in contact mother will guide
you there.

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The IAF are aligned with the ship course pending the angular
error of the ship angled landing deck. A ship reporting a BRC
of 360° will have its IAF on the reciprocal radial r-180° at a
certain distance.
A ship with a BRC of 270° will have the IAF somewhere on R-
090° - Always behind the ship.

In our training scenario here, the ship has a BRC of 145 and
thus will send aircraft recovering on the radial 325 (145+180)
As you’re coming from the southwest, picturing where the
IAF is related to both you and the carrier is critical.
The picture on the right uses the ruler to identify BRC and it’s
reciprocal and a PPT is placed on the IAF your flight will be
assigned to. As you see that IAF is due North of your position
upon entering the TE.
Now of course you don’t know that information upon
entering the TE, it’s given to you only when you contact the carrier. So you have to train to establish that
picture in your mind. You know where the carrier is by looking at the bearing pointer on the HSI that points to
the Tacan 12X and you know your heading. Try to picture an imaginary line from the carrier on that 325 radial
and head for there.

Another way of course would be to set R-325° in your HSI course and intercept the radial and fly to DME point
given by the carrier ATC. But doing so you might actually close on that point from the opposite direction (flying
North-West on 325°) and once there you have to enter an holding which is pointed South-East (145°).
It would be better to try to have enough turning room and intercept that radial from further away flying
towards the carrier rather than away from the carrier. Hence why picturing where that IAF is in relation to your
actual position is so important.

Anyway just like land-based approach controllers the carrier controller will steer you to the IAF by giving you
heading and altitude calls.

Supposing you entered this training mission as number 2, you will hear your flight lead call to switch the UHF
radio to the carrier approach frequency (it is already set into your UFC radio) and immediately after he will
request “inbound mother”. The carrier controller will state the case 3 recovery in effect and give you the
Marshall position being on R-325° about 20 Nm from the carrier (each flight member should get a different
DME and holding altitude) You as Spade 1-2 is R325° DME 22, 7000 feet.

From this moment, you are all considered separate entities and that’s a good thing because the rest of your
flight dived when you entered 3D and you probably lost visual on them.

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The carrier controller will issue headings and altitude to each of you.
Follow the approach calls and fly to Marshall but try to think ahead of
your holding geometry and entry so you are ready upon reaching the IAF.
If the carrier sends you on R-325 for Marshal it means that BRC is 145. You
should then plan to have your holding on the 325/145 heading with the
end of the 145 leg (inbound) spot on the IAF.
Holdings are supposed to be 6 minutes in this case, 1-minute turns and 2-
minute legs. All turns should be LEFT. As you see on the right picture a
PPT has been placed on the expected holding point of Marshall and the
left holding has been drawn. The red arrow is your estimated arrival
course. As you notice, it’s a perfect case for a parallel entry. Fly direct to
the IAF following the ATC heading call and continue flying on that heading
past the IAF point for about 60 to 90 seconds before turning back
intercepting R-325 inbound the carrier tacan.

Once in the holding concentrate on your timing. At 300 kts 2 minutes

covers about 10 Nm so the other point of the inbound leg should be
around DME 31 (if your IAF is at DME21) A 1 minute turn is a standard
rate turn and at 300 kts you should bank 45° to make such a turn (refer to
the BMS Comms and Nav book for proper holdings procedures and
formulas) the Hornet HSI on the right shows arrival at the IAF after the
holding entry.

Since it’s your first time and since you’re flying in the thick part of the
weather, the planners have placed a PPT and a line to display
(approximately) the IAF and the recovery axis on your DTC. It should be
visible on your HSD. Do mind that the ship is moving though.

Be also on the lookout for the Charlie call of your flight lead. He holds
1000 feet below you and once given his Charlie call, he will depart the
holding for platform. Once he departed the stack, you know you are the
next in line and that may help you plan your final holding turn.

You will hear lead report platform (passing 5000 feet) and soon after the
carrier approach will issue your own Charlie call.

“Spade 1-2 Charlie is now: BRC 145° – Bearing 160°”

Depending on your position in the holding, fly back to the IAF first. That will negate the difference between BRC
and bearing. Ideally you want a bearing which is the same as BRC for a long straight in approach.

The above call was received as I was on the reciprocal leg of the holding. The bearing would be used in case you
want to fly direct to the carrier, but don’t do that. Terminate your holding and depart to platform from the IAF
where BRC = bearing.

Over the IAF at 7000 feet, start your descent with 4000 fpm and passing 5000 feet report platform on the ATC
carrier page. The controller will the switch you to tower. Punch 265.2 or preset 8 in your UHF radio. No need to
call them.

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Decrease your rate of descend to 2000 fpm and plan to level out at 1200 feet. You have a rather long level
flight at 1200 feet. Use that time to prepare your jet for landing.

• Decrease speed
• Lower hook
• Flaps Full
• Switch to ILS mode
• Lower your gear

You should be all setup no later than 6 DME.

The ILS needles are displayed in your HUD and the Localizer is already active, the glideslope is still dashed and
above you.

As always, we will intercept the glide from below by basically flying level and let it come to us.

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The glideslope turned active and the flight directors is no able to guide
you simultaneously on both axes as illustrated by the vertical line on top
of the CATA circle.
The next thing to do is to fly the correct AOA on speed by making the AOA
bracket descend on the FPM. A few knots will do.

Around 3 DME, the tower will call you for the first time and tell you to fly
your needles referring to the ILS bars. The ILS bars will soon centre in the
HUD, start your final descent.

The LSO will see you visual around 3 quarter of a mile and will request you
to call the ball. Do so as usual with the carrier page of the ATC menu and
concentrate on that final approach.

Soon after calling the ball, the LSO will state you’re fast, you’re high and aligned right. Correct as per LSO
instructions until touch down.

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Once on the deck, don’t delay raising the hook and fold the wings, aircraft are landing behind you.
Park the jet, request chocks and enjoy a moment of pure satisfaction as you now perfectly understand the
pressure level the number 3 and 4 you watch landing are feeling right now!

Well done, you’re officially a BMS carrier pilot!

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8. Glossary
AI: Artificial Intelligence

Ball/Meatball: The Fresnel lens situated left of the landing deck guiding pilot on the optimal glidepath.

Bolter: A deck landing where the hook misses all 4 wires

BRC: Base Recovery Course. In reality the ship course during aircraft operations. In BMS the heading
of the landing deck during aircraft operations.

Case1: Day VFR approach procedure

Case3: IFR or Night approach procedure

Charlie: A code word directing aircraft to start their approach procedure.

CVN: Nuclear Carrier

DME: Distance Measuring Equipment

Groove: Final approach

IAF: Initial Approach Fix

ILS: Instrument Landing System

JDB: Jet Blast Deflector

LSO: Landing Signal Officer

Marshal: Callsign of the carrier approach frequency

MC: Mission Commander

Mother: Surname for the mother ship

NWS: Nose Wheel Steering

Paddle: LSO surname, comes from the time where LSO were using paddles

Platform: Report point on case 3 approach at 5000feet level.

Pri-Fly: Primary-Fly: callsign of the carrier tower frequency

RWR: Radar Warning Receiver

Stack: The holding location during the recovery procedures.

TE: Tactical Engagement

Trap: landing on a carrier

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Wave-off: Directive call from the LSO to abort the approach and go around

WOW: Weight on Wheels

WPT: Waypoint.

9. Acknowledgments
The whole BMS Naval operation update in 4.34 is the work of Mav-JP who took up the challenge to port his
new 4.34 land based ATC into dedicated carrier operations. And although still a work in progress, it is already a
great success.

Many thanks to Sting for the initial writeup of the carrier ops training missions included in this manual.
They had to be redone for 4.34 but I hope the spirit remains.

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